Automatic speed control eor railways



2 Sheets-Sheet 1 Atty ML, dmln vento r:

U as @w P. J. SIMMEN AUTOMATIC SPEED CONTROL FOR RAILWAYS Filed July 30. 1915 Kug. 7, 1923.

P. J. SIMMEN AUTOMATIC SPEED CONTROL FOR RAIL-WAYS Apg.7

, 1915 2 Sheets-Sheet 2 Filed July 30 Patented Au 7, 1923.

UNITED STATES PATENT OFFICE.

PAUL JOHL T SIMMEN, OF BUFFALO, NEW YORK.

AUTOIVIATIC SPEED CONTROL FOR R'AILWAYS.

Application. filed July 30, 1915. Serial No. 42,765.

hicle movin alon a railwa and its novelt Y ionsists in the construction and adaptation of the parts, as will be more "fully herein- :itter pointed out.

In Letters Patent ot' the United States, 1,150,308 dated l-iugust 17, 1915, and in another 1,150,309 dated August 17, 1915, I have described an automatic apparatus for controlling the speed of a moving vehicle, which in brief, comprises a device moving in accordance with a permissible speed together with means whereby, when the actual speed xceeds the permissible speed retarding mechanism, with which the vehicle is equipped, is set into operation to reduce its speed or ultimately to stop the vehicle. The device moving in accordance with a permissible speed is so actuated that in moving from the maximum speed to the minimum speed a speed distance curve is generated which corresponds to the well known braking curve derived from experimental data.

In another'copending application for Letters Patent of the United States, Serial No. 14,075, filed March 13th, 1915, I have described an apparatus for the automatic control of the speed o'l moving vehicles, which in addition to providing a permissible maximum speed under safety conditions, and a ssiblc mininnu. speed under danger ions, and moving the permissible speed device from maximum speed to minimum speedin accordance with the speed distance curve, provides tor subinaximuni position of the permissible speed device upon receipt or" a caution signal. Inthis device the movement of the permissible speed device from 1..iaXimuin to submaxiinuin position is based on a definite, time interval.

The subjectmatter ot the present application is specifically to provide for setting the permissible speed at a plurality of subniaximuni positions, the movement from maximum position to any submaximum positionbeing in every case accomplished in accordance with the speed distance curve heretofore described. It will be clear that in the last described application the setting of the submaxinium speed would be the result of temporary hazards, that is, the receipt ot' a caution signal by the, train. In the present application, the submaximum speeds result from permanent hazards, the controlling element being located along the trackway.

In the drawings, there is illustrated a preferred form of apparatus embodying my invention, the parts being shown largely in diagram for the sake of promoting clearncss in the description, and the position of the parts belng that assumed when a clear signal has been indicated on the vehicle and the permissive speed indicating shaft and cam have been brought to a maximum position. For purposes ofclearness, I have also shown three relays, three contact shoes, and three signal rails, which provides two sub maximum speeds. It will be clear, however, to anyone skilled in the art that the variation in the number is well within the skill of an engineer after the principles governing the operation of the invent-ion are understood l V In Figure 1 there is shown adiagram of a traclcway divided into five blocks, in which are located the highway control apparatus for actuating the vehicle carried devices. It will be understood, however, that these devices might be actuated by means of a central control system as described in my c0- pending application for Letters Patent of the United States, Serial No. 661,112, filed November 18th, 1911. In the lower part of the figure there is shown the relation of the vehicle to the speed curve; Figure 2 shows in diagram the vehicle carried devices; and Figure 3 shows in detail the detcnt on one of the submaximum arms.

In the following description, the electrical conductors connecting the dili'erent parts are designated by the lower case letters of the V alphabet. V I

In thedrawings the track equipment is as follows: 1. 1 indicate trzu k rails along which the vehicle is adapted to travel. These rails are divided by insulated joints 160 into.

blocks A, B, C, D and E. At one end of each of these blocks is a track battery tact'ZS). The relay-12 has two neutrir tact 153, and sundry conductors, a l the circuit through them is as iOllOWSilIOHl the positive side of the battery 15 to the .vire we, the armature 1523, contact 15;), Wire we Wire m0,'t0 the main si nal rails.

Located along the tracltway at any d able point are auxiliary signal rails indicat ed at 22 and-23. The rails are nearer to Lliegauge line of the track than the rails 21, and the rails 23 are nearer to the gauge line of thetrack than the rails 22. These auxiliary rails 22 or are permanently encrgizcd or deenergized, the former being accomplished by the connection to the battery 15-1- througha Wire and.

In Figure Qthere is shown the merit. In this figure; 1, l in it we track rails, 3, 3 are the wheels oi the re liicle, 4 is its axle, and the ordinary trai pipe air valve controlling the brake tem is generally indicated at 3. 61, 62 and 63 are three shoes, each liingecuy mounted at a convenient place on the car and adapted to contact with the signal rails 2h 22 and :23 respectively (the auxiliary ra'ls in this view being shown in dotted outline). During such contact With a signalrail -the different shoes break contact with contact points '81, 82 or 83, and alter leavinesuch signal rail are restored by avit-y or spring pressure to their respectixe coutpoint. 11 is a relay Which may be placed at any convenient point on the Vehicle and which may be appropriately called a main signalrelay, and 12 and 13 are relays also on the 'vehicle,-which may be called auxiliary signal relays. These several relays areconnected to the shoes 61, 62

:ively.

The relay 11 has four neutral armati'ire i 14, 15, 16 and 17 adapted when tnc relay is energized to touch contacts 28, 110, iii and 1.12 respectively. VV'hen the relay 11 is de- .nergizcd, the armature touches a conarmatures 18 and 19 adapted when the. rel is energized to touch contacts 113 and respectively. Vl h-cnthis crgized the armature 13 tan a 114. The relay 13 has three ne t-ral armatures 25, 26 and 27 adapted when the relay is energized to touch. contacts l and 115) respectively. \Vhen the may i is deenergized, the armature touches a 'larl and c3 respeccontact 117. 20 is a local battery mounted on the vehicle. A

121 is a clear signal or maximum speed indicator. maximum speed indicator. submaximum speed indicator and 124 is a danger signal or red light or minimum speed indicator. The indicators and 123 may be distimguished from each other by using colors, such for example yellow for and purple for 123, or there may be ground glass inclosures provided for them. which would have the desired speed paint ed upon them.

Also mounted on the vehicle is a cent-rib ugal governor 30 moved from a shaft '31 by a car 32 on the wheel axle 4. On the hall frame of the governor is a sleeve 35 slidable on the'shaft31 and provided with an annular flange 36. At itsupper end the shaft is provided with gears 3? and 38, each adapt-ed tomesh with a gear 39 mounted a shaft l0. Between the If and 38 is a sleeve a1 slidable on the shaft 31 and indented at both ends to engage simiindented annular flanges on the gears 37 and 38, but which indentations run in green light or 122 is a subopposite directions "whereby the shaft 10 always rotated in the same direction, no

rotated. 1 A shaft #15 is mounted in suitable bear- 4l6and near one end is provided With control cam 47 and at its opposite a gear 48 and a wing 19. A

t tion. and release. Detents 57 and 58 are "ably unwanted in llllr' wirrular pain of p; 19 to limit the extent of the more "of the shaft 4; The shaft 8 inci (l from the shal 4-0 by means power transmitting mechanismlincludin-g a friction clutch indicated at 60. a sliaft supupon and carried by a bearing (3d ill 122-5 is a second Hi l spring and a cord 5'6 serve to retract the shaft to its original position after roand a pinion 68 adapted to mesh with the gen. The clutch mn'iu'zr C tr o discs 6721 66 pressed together by a spring 65 is provided with two coils indicated at 710 and 711.

Adjacent to the train'air pipe valve indicat-ed at is a relay having an armature 'ldpivot ed at 77 and adapted to cornpress a spring 78 normally adapted to hold 'open the valve 5; which is a'valve such as is well known inv the art for permitting the n the trainli nc to exhaust to the atmos- 1 thus apply the brakes when the deencrgized.

Hingedly mounted near the cam 47 is an "ture 19. wire and.

arm 85, carrying a roller 86 adapted to contact with said cam, a compression spring 87 serving to promote such contact. The arm 851s provided with apivoted ork 88, adapted to straddle the collar 35 out to contact with the flange 36. The arm 85 also or rries a supplemental arm 89 made of insulating material and carrying a contact member 90 adapted to touch a similar ontact member 92 carried by the arm 85.

Two electromagnets 105 and 1105 are conveniently located near the gear -18, their armatures 106 and 1106 being mounted to swing on pivots 107 and 1107, and being .grovided with. detents or catches 10S and 1108 to co-operate with the wing 19 at ditiferent predetermined points in its revolution. 'iension springs 109 and 1109 serve to hold the armatures normally away from he gea Figure 1 shows a detailed view of the detent 1108. The end of the arm 1106 which carries the detent has a rectangular section 1121 removed. Mounted upon the arm 1106 by rivets 1120 are two pring members '118, so located that their free ends when depressed will enter the cavity 1121, but when released will return to their normal position. Then it the wing- 19 attempts to pass eithero'i' these dctcnts .vhen the arnillOG is in its energized position, it will be retained between these menuhers.-

The main signal rails 91 are controlled by he usual track circuit. lfiorexaniplc, a 'Lrain J in block 111 (see figure 1) will cause the track relay 151 for that block to be deenergized, and this will cause the main signal rails 21 at the entrance to that block to he deenergized.

Let it be assumed that the rail 21 is en ergized and that its shoe 61 has been moved into contact therewith and has been lifted to break the connection. between the shoe and contact 81; also that the relays and 13 have been positively energized and are maintained energized through their stick circuit (as will hereinafter: be described). lYith rail 21 energized the main relay 11 he :"011'185 energi ed through the following circuit: from the battery 15-11 to the wire armature 1.5.2, contact 153, wire soc, wire (to, signal rail 21. shoe 01. wire Z1, relay 11. wire e j, axle 1, track rails l, 1 and wire fr in .itcry '1his causes the green light 121 to glow through the follow inc; circuit? from the positive side of the battcirv il to the wire wire (2:7). armature 26, contact 118. wire o contact 115, armaarmature 15. contact 110. wire green light 121, wire Z, wire 76. wire it and wire 1/ to the negative side or" battery 20. 'lhisalso causes the coil 710 to he ener- ,q'ized through the "following circuit: from the positive side 01 the battery -20 to the wire a, wire (4?), armature 26, contact 118,

wire (41', contact 115, ari'nature 19, wire ad, armature 1.5, contact 110, wire 2', coil T10, wire it and wire 3 to the negative side of the battery 20.

Upon the vehicle leaving the signal rail 21, the relay 11 remains ener 'ized through the following holding circuit: iroin the positive side oi the bat cry .20 10 the wire a, wire ac, armature 11, contact 28, wire 6, contact 51, shoe 61, wire 0, relay 11, wire it and wire 3 to the negative side 01' the battery 20. This causes the green light 121 to cork tinue to glow, and causes the coil 710 to remain energized. The coil 111, however, is deencrgized as soon as the car leaves the rail, as there is no longer a current liowto ground.

11 the signal rail :1 is deenergized, the holding circuit will be broken at the contact 81 and the relay 11, coils: T10, T11, 105 and 1105 will all be deenergized. il he red light 121, however, will glow through the following circuit: from the positive side Ulli the battery 20 to the wire a, wire ac, armature 1 1', contact F), wire 9, red light 12-1, wire 0, wire 7.1, wire a and wire; y to the negative side 01' the battery Now, let it he assumed that auxiliary signal rail is energized, and that its shoe has been moved into contact therewith.

and has been lifted to break the connection between such shoe and its contact 82. 4;

circuit is then completed as follows: from the positive side of the battery 15%: to the wire a e, wire alzl, auxiliary signal rail 22, shoe 02, wire 0, relay coil 12, wire my, wire y, wire it, coil T11, wire j, axle 1-, rails 1,1 and wire 15 to the negative side 1% the hattery 151.

Upon the car lcaviiicthe signal rail, the relay 19 remains energized through the following llOlCllllfJfL'llCUltI from the positive side of the i .tl'crjv 20 to "the wire a, wire at, armature 18, contact 113, wire 9', contact 82, shoe 62, wire c, relay coil 12, wire o and wire ,1 to the negative side of thebattery 220.

if the auxiliary signalrail 22 is deenergized the holding circuit :l'or the relay. 1; will broken at the contact. 82. ll'hen relay 12 is dcenergiaed and relays 1i and 13 are energized, the first .subinaximun'i llli'lli. or indicator 122 will glow throiurh the l;ol-'

lowing;- circuit: from the positive side '01 the hatter to the wire a. wire at. ar1nz. ture 18, contact 11-1. wire (58. contact 119. armature 21', wire 2, arm:.1ture- 16, contact 111, wire '11, wire 1', lamp 122. wire 72:. wire it, wire ll and wire ;1 to the nea Ye side 0? the battery 20. Under such conditions, the coil 105 will also be energized through the following circuit: from the positive side-of the battery 20 to the wire 0. wire at. ermaturn 18, contact 114-. wire as, contact 119, armature 27, wire armature llh iontzict 111, wire it, coil 105, wire (m, wire in, wire lVlI't! a, contact 92, contact 90, v

a; and wire y to the negative side of the bats tery 2;). It will be noted that it the relay 12 is deenergized and relay 11 is also deem-- ergized, the coil 105 will be deenergizcd anti ight will not be lowing but that the red light 124 will, however, he glowing.

Now let it be assumed that rail 25 energized and that its shoe 63 has been moved into contact therewith and has been lifted n break the connection between such shoe and the contact $13. T he relay 1% is seen energizeil throi the following circuit: from the positive side oil the battery 15% to the wire we, wire iii-( auxiliary signal rail 23, hoe 63, wire If, elay coil 13, wire of, wire 3/, wire coil 'l'fll, wire j, axle track rails 1, 1 and wire to the negative side of the l'iattery 154. l

After the car leaves the energized he relay will remain ene gized thro the following holding; circuit: from the p091" ti've side of the battery 20 to the wire ct, wire ac, armature 25, contact 116, wire 7, contact 83, shoe 63, w "e (Z, relay coil 123, w "i f and wire y to the negativeside of the bettery 20. 11 the auxiliary i' ll rail all is deenergized, the holding circuit will be broken the contact 83 and the relay will. become deenergized, lVhen rel ieener ized and the relay ll. the second subinaxiinurn light through the followin circuit 110111 tiye side of the battery 20 to the wire 01c, armature 25, contact 11?, wire itlll ltltllle 17, contact 112, wire 1', wire 3, light 123, wire a, wire 70, wire it and wire 3, to the negative side of the battery The coil 1105 will also be energized through the following circuit: from the positive side of the viattery 20 to the wire a, wire ac, armature 25, contact 11?, wire ea, armature 17, con.- tact 112, wire t, coil 1105, wire and wire to the-negative side of the battery 20. It will be noted, however, that if the relay l3 deenergized and relay 11 is also deenergized the coil 1105 will be deenergizcd and the light 123 will not be glowing but that the red light 12st will, howeverflbe glowing.

\Vhen the points 90 and 92 are in contact he following circuit is established: from the positive side 01 the batte negative side of the battery 20. he contacts and 90 are force are not in contact the coil will ergized, the spring 78 will open the re and the air brake will be applied,

It will be noted that the magnet is en crgized through the coil Till whenever a shoe is standing): on an energized si mi rail whether such rail is 21, 22 or 23. After the car leaves a signal rail, however, there is only one condition under which the magnet E l is maintained energized ,and that is when position to a higher speed lndlCfltllhLLPOSl tion. 1

The operation of this device as tollo ll ith a green light glowing, the magnet Tl is alfw ays energized when the vehicle on a signal rail by the coils T10 and T11, and. after lc-aiinc' the signal rails by the coil ill only. Thcreh e the pinion (i8 isout mesh with i313 gear it? whenever a green ii 'ht is dis played. it will be noted that a green light is displayed only when the main signal re lay 1l, a-ndthe auxilia y'signal relays iii and .13 are all energized.

lVhenever the main signal relay ll is deene zed, the magnet Tl will be deenerc izedi the red light will be glowing and magnets 105 and 1105 will be deenergized. I 'lhcret'ore the pinion 68Vwill. drop into mesh with the gear l8 and this gear and its cam it"? will riven to their minimum position. It

be seen that the above conditions conhenever the main signal relay 11 is vzed irespective of the condition 01 iary relays l2 and 1,3.

ll henever the auxiliary relay 1:2 deanti the auxiliary relayflfl and n relay 11 are energized, the first submaxi 'lIIl light 122 will glow, and the coil be energized thus placing the detent in he path of wing 4L9. The deenerciza- 'ti'on oi? the relay 12 causes the coil ill to bccoine rleenergized and the pinion 6S tl'ieret'ore drops into mesh with the gear l8 driving the gear 1-8 to the first SllblllELKlIlllUll position where it is held by the detent 10S.

Whenever the auxiliary relay 13 is deenergized and the main relay 11 energized, :the second subi'naximuni light 129 glows and the coil 1105 is energized. placing! the detent 1108 in the path of the wing The de energization of the relay 13 also causes the mum speed indicator 123, which is on the side of safety.

The reference letters and location of signal rails in Figure 1 will. bring out clearly the practical application of this device. It will be noted that each block contains a home and distant :main signal rail Through such main signal rail the main relay ll on the vehicle is controlled aud the energization or decnergization of these rails 21 is controlled by temporary hazards, that is, by a vehicle in the block ahead, or by direct action of the train dispatcher. Let us now assume that at a point K in block A. we wish to limit the maximum speed of every train to the lirst subniaximum speed. We will at point F, which is at the proper distance in the rear of th point ll, place a dcenergized rail 22. It the necessity for this speed limitation exists from the point I; to the point G, we will place at the point G an energized rail 22, which restores the permissible speed shaft and cam to the maximum position provided there is no train in the block in advance. If there is, it would he to a minimum as indicated in dotted outline.

Now let us assume that at the point L, we wish to limit the speed of all trains to the second sub-maximum speed; we will place a deenergized rail 93 at point ll, which the proper distance in the rear of point L. lt will be noted that point l-l happens to coincide with the location of a main sigualrail 21. It the necessity for maintainingthe secont saibmaximum speed exists from the point L to the point 1, but does not exist beyond the point I, we will place at the point I an energized rail 23, which will reset the permissible speed shaft to its maximum osition, provided there are no trains in the block in advance. Should there he trains in the block in advance, however, the auxiliary relay 13 will become energized upon passing point I and will remain energized thus setting up the maximum speed as soon as the main relay ll-is energized through passing an energized main signal rail.

It will be evident to anyone skilled in the art that it is possible to place the auxiliary 'nal rails at any desired point along the cltway and to arrange them so that a 'may he made from the maximum speed to any submaxiuuun speed, from one submaximuin speed to another or from any submaximum speed to the maximum speed. the lower part or Figure 1-, there is shown a scale in which the vertical distances or ordinates represent permissible speeds and the horizontal distances or ahscissas represent distances. The speed curve or line of vehicle passing over the route described would there be indicated by the heavy line. For instance, a speed of miles per hour werepermitted to a train coming in from the right.

and the speed would be permitted only at the rate indicated by the falling curve until a permissible subinaximum rate, say titty miles per hour, is reached, and this would be allowed until the point G isreached, when at that point the maximum speed would be 'When the point ;F is: reached the speed curvewould be instituted indicated. This speed could be continued until ll is reached when the curve would again be instituted running down to a second submaximum. say forty miles per hour. This would he allowed until the point I is reached when the maximum would be restored as before. Then at I the maximum speed would be indicated, and continued until the rail 21 in block Dis reached when, owing to the presence of the train J, the danger or minimum speed would be indicated and the permissible speed gradually reduced shown by the curve.

I claim l. A safety apparatus for the automatic control of the speed of: a vehicle moving along, a trackway, comprising a highway" control including two series of signal rails, one a series adapted to be employed in the indication of apermissihle speed for the vehicle corresponding to temporary hazards existing along the trackway, and the other a series adapted to be employed in the indication of a permissible speed for the vehicle corresponding to permanent hazards existing along the highway.

2. An apparatus for the control of a vehicle moving along a highway comprising a series of devices on the vehicle indicating when actuated the existence of maximum, submaxima and minimum rate of speed conditions due either to permanent or temporary track hazards, a device also on the ve hicle adapted to be moved from the running gear of the vehicle to various positions corresponding to the several permissible speeds, means adapted to retard the vehicle actuated from the latter device when the permissible speed is exceeded, a control along the highway adapted to electrically actuate that one of the speed indicating devices which corresponds to the proper safety condition and means on the vehicle adapted to main tain in position such device after the high- "ay control has been passed by the vehicle in it inovement along the highway.

3. An apparatus for the control ot a hicle moving along a highway comprising a series of devices on the vehicle indicating when actuated the existence of maximum, submaxima and minimum rate of speed conditions due either to permanent or temporary track litlf TfilfflS. a device also on the vehiclc adapted to be moved fromthe running 1 oi the vehicle to various positions corsrsponding to the several permissible speeds, means adapted to retard the vehicle aetu- :ztod from the latter device when the permissible speed isexceeded a control along the highway adaptedto electrically actuate highway control has been passed by the velll') ards and the other in accordance with temporary hazards, V I

4:. In apparatus of the character set torth, the combination with a vehicle, of a1 armissive speed device movable between a maximum clear position and and a minimurndangerposition, means for moving the permissive speed device to and positively maintaining it at plurality of caution positions betweenvthe maximum and minimum positions, traflic controlling means, and mechanism for operating the tratdc controllingimeans whenever the actual speed of the vehicle exceeds the permissive speedas determinedzby the position of the permissive speed device. I

5. In apparatus of the character set forth, the combination with a vehicle, 01" permissive speed device movable between a maximum clear position and a minimum danger pos1t1on, means for moving the per mlssivespeed device to and positively maintaining it at a plurality oi caution positions between the maximum and minimum positions, said means including trackside mechanism, traflic controlling means, and mechanism for operating. the trafiic controlling means whenthe. actual speed 01"- the vehicle exceeds the permissive speed as determined by the position oft-the permissive speed device, said operating mechanism including a device operating in accordance with the speed Ofithlfi vehicle, and said device governing the actuation of saidoperating mechanism.

6. In apparatus of the character set forth, the. combination with a vehicle, of a perin' .'ve speed device movable between a maximum clear position and a minimum dangerposition, actuating means for effecting such movements, a controller for governing the movement of the permissive speed device,

means for stopping the permissive speedv device, when so moved, in a caution position between the clear and danger positions, and mean overncd by s vd controller for effecting theactuation of the stopping means. r

' 7. In apparatus of the character setforth, the combination with a vehicle, of a pei' missive speed device movable between a maximum clear position and a minimum danger position, actuating means i fecting such movements, a controllc: governing the movement of the permis speed de ice, means for 'stoppi, missive speed dc I c, When so moved, in a plurality of caution posit-ions between the clear and danger positions, and meansgoverned by said controller for effecting the actuation of the stopping means to cause the stoppage of said permissive speed device at any of the caution positions.

8. In a paratus of the character set forth, the combination with a vehicle, or a permissive speed device movable between a maximum clear position and a minimum danger position, a controller therel'or,a de vice for stopping the permissive speed device in a caution position between the maximum clear position and the minimum nger position, a controller for the stopping ievice, means governed by the first contri'iller ror movingthe permissive speed device, and means governed by the second ,COIltl'GliBI for actuating the stopping device.

9 In apparatus of the character set forth,

the combination with a vehicle, of a permissive speed device movable between a maximum clear position and a minimum danger position, a controller therefor, a device for stopping the permissive speed device in a caution position between the maximum clear position and minimum danger position, a controller tor the stopping device, means governed by both controllers for moving the permissive speed device, and meansgoverned by the second controller for actuating the stopping device. 10. In apparatus of the character set forth, the combination with a vehicle, of a permissive speedidevice movable between a HIQVXIIIHUH clear position and a minimum danger position, a controller for said device,

plurality of, devices for stopping the permissive speed device in a plurality of caution positions between the maximum clear and minimum danger positions, a controllen for each stopping device, means governed by the various controllers for moving the permissive speed device, and means governed by the last mentioned controllers for selectively actuating the stopping devices.

11 In apparatus of the character set forth, the combination with a vehicle, of a permissive speed device movable between a maximum clear position and a minimum danger position, clear and danger signals, means for thus moving the device, means for respectively operating the signals accordingly as the permissivespeed dc is jthusmoved: and positioned, means stopping the speed device when by the moving nieansin a cautionposition between the clear and dangerpositions, a caution signal, and means for effecting the operation ofthe caution signal and stopping means. I V v '12. In apparatus of thechzwacter set forth, the combination with a vehicle, o a

cordingly as the speed device is thus moved and positioned, means for stopping the permissive speed device when actuated by the moving means in a caution position between the clear and danger positions, a caution signal, and means for el'lecting the opera tion of the caution signal and stopping means, including a controller tor preventing the operation of the clear and danger signals when the caution signal is operated,

13. in apparatus or the character set forth, the combination with a vehicle, of a permissive speed device movable between a maximum clear position and a minimum danger position, clear and danger signals, a controller for the permissive speed device and signals, a device for stopping the permissive speed device in a caution position, a caution signal, a controller for the stopping device and caution signal, means governed by the tirst controller for effecting the movement of the speed device and the operation 0'? the clear and danger signals, and means governed by the second controller for effecting the operation of the stopping device and the caution signal.

1a. In apparatus of the character set forth, the combination with a vehicle, of a permissive speed device movable between a maximum clear position and a minimum (ranger position, clear and danger signals, a controller "for the permissive speed device and signals, a device for stopping the permissive speed device in a caution position, a caution signaha controller for the stopping device and caution signal, means governed Y both controllers for effecting the movement of the speed device and the operation of tie clear signal, and means governed by the second controller for effecting the operation of the stopping device and the caution signal.

l5. in apparatus of the character set forth, the combination with a vehicle, of a permissive speed cevice movable between maximum clear position and a minimum danger position, clear and danger signals, a

controller tor the permissive speed device a signals, a device for stopping the permissive speed device in a caution position, a caution signal, a controller for the stop ping device and caution signal, means governed by the first controller when in one condition for maintaining the permissive speed device in its maximum clear position 1 and operating the clear signal, and when in another condition ellectlng the ope tier. ot

the permissive speed device towards its mini- .mum Lancer .o an e'r'ec" e d g p sitioi d l ting th op eration ofthe danger signal, and means governed by the second controller to! operating the stop, effecting the operation of the caution signal. and preventing the operation of the clear signal.

16. In apparatus of the character set forth, the combination with a vehicle, of

means for indicating danger and also a plu- -ality o't' sate rates of speed for said vehicle undu different conditions, and means for automatically causing said means to indicate danger or any of the safe ates of speed accordingly as the conditions change and maintaining the proper indication while the same condition lasts.

l7. In apparatus of the character set forth, the combination with a vehicle, of means for indicatinga maximum safe rate of speed, a danger conditionand a plurality of intermediate sub-maximum speeds under different conditions, and means for automatically causing the indicating means to indicate the maximum speed, danger, and any of the intermediate speeds accordingly as the conditions change and maintaining the proper indication while the same condi- Zion lasts.

18. In apparatus of the character set forth, the combination with a vehicle, of means for indicating danger and also a plurality of sate rates of speed for said vehicle under different conditions, and means including tracliside mechanism located adjaceut to permanent hazards along the way to cause the said indicating means to in dicate the maximum speed, danger or any oil the said intermediate speeds according to the hazard and maintaining the proper indication until the hazard is passed.

19. A safety apparatus for the automatic control oi the speed ol moving vehicles along a trackwav, comprising a device on the vehicle For determining a permissible maximum speed under safety conditions, and a permissible minimum speed under danger conditions, means for automatically moving the permissible speed determining device from a maximum to any one oil a rality o't submaximum positions, incluiiling a highway control of such means through signal rails arranged along the path of the vehicle corresponding to permanent hazards along such path.

20. An apparatus for the control of we hicles moving along a trackway, comprising a device on the vehicle adapted by its position to establish a *ariable' permissible speed for the vehicle, means arlapteiil to retard the vehicle whenever such established speed is exceeded. in combination with means along the trackway and electrically controlled device actuated therefrom wherel 'lll ill) ll t'ackVa -J and electrically controlled depera my 2 red to retard established speed 1s r long.

in i a n imam :0 any selected one cr p rah oil sulnnaxnnum posit-ions.

apparatus for the control 0t re hicles moving along a trackway comprising a device on the vehicle adapted by its position to establish a variable pcrinissil spe id for theyohicle, niians adapted to re third the jvehicle WllCDCYQl such established speed exceeded in COHllllfiitil-ifil with means along the tracltwa and electrically coin trolled devices actuated t i-om Where the permissible speed der lie on to any predetei'n'iined d retained. there \z' a predetcl'min :Ze'l. An. apparatus for hicles moving along a ((12K)); :1 device on the vehicle :idao tion to establish a 'ariable pc V for the Vehicle, means adapted vehicle Whenever such lftlli llslleil speed exceeded in combination with means along the traclnva and electrically controlled devices actuated ther 011R whereby the perini. ,ilole speed device may he ved from a inaszin'nnn to any selected one o a plurality of snhmaximmn positions a retained there While the vehicle is tram 21;; a predetermined distance.

An apparatus for the co itrol of rehicles moving alonga tracltwaji, compsv a defice on the Vehicle l oV its posiadapted tion to estal'lish a variable permissil'alc speed for the vehicle, means adapted to retard the rehicle ":vlnwnevcr sncl'l. established speed is exceeded. in combination with means along;

the track wa and ectricr l controlled deminn 111m speed position. I V

is L'ppflfftllUS-lTOI the control oil to hicles moving along a t-raclzway,conmrismeans in therear of that train; sail a device on the vehicle adapted h its V to establish a variable perin' ihle d tor the vehicle, means adapted to return the vehicl WllQDGYQl' such established speed is exceeded, in combination with n cans along the traekway and electrically controlleddevices actuated therel'rom hcrehy the permissihli speed dew ma he moa'ed from i'a'iaxiinni'n to'any selected one oi a phrality. of suhmaximtan positions and further means along it whereby tGIHPOlEtIX danger co lerice While at any position to he moved toward a sate mininioni speed position.

In an z'tp iaratus for the control of vehicles movable along; a railway, in comhination, a trackway; a vehicle :nlapted to travel upon said traek way; inoai'is. inehul ing electrical devices, on the Vchich Ii) termining' a pern'iissilile speed therefor; to controlling devices located along the ray and adapted to re v the electrical itions of said rooms to thereby i nlicate rent permissive speeds for said vehicle. lo an apparatus for the controlot :l movable alon" a railway, in combioition; a t'acl-z dolled into units; train iontrolling means associated with each unit; means whcrehv attain produces di'l' cot ct :tricai contutions in said train controlling f elec- I s lltu.

"rical condition of each unit being 'it a 5; said means in accordance With the ore between that unitand the unit occw l by said t ninjand means on a followtrain responsiveto the electrical c li said train controlling means the speed of said following train accordance With the distance the said train 1 ing train travels after passing controll ng means.

2;). In anapparatus for the control oi. reh'cles l'l'lOFilblQ along a traclniay, 1n CUM tinnition; a vehiclqa tracking; divided into units; controlling means associated with.

each unit; means whereby desired dili'erent ele'ztrical conditions are ransed to exist in the vehiclecontrolling means, and means on thervehicle responsive to the electrical con- 'ditions of said vehicle controlling meansv for regnlaltingf the permissible speed in ac torch hoth permanent and temporary ance with hazards.

I 30. In aw'ehicle'speeil' control equipment, the comblnatlon with a speed controlled as 10$ for controllnn the Y6l11(1l8,0lf a mechnism adpistmg said devlce to act at a ednced speed and means for limiting the action of 'salclmechan m- T. V 7' V V 1.11 testimony whereof I afiix my signature. PAUL JOHN SIMMEN. 

